Cab-signal and train-control system.



M. H. LOUGHRIDGE.

CAB SIGNAL AND TRAIN CONTROL SYSTEM.

APPLICATION FILED AUG.24\ 1915.

Patented Apr. 8, 1919.

6 SHEETS-SHEET l.

M. H. LOUGHRIDGE. CAB SIGNAL AND TRAIN CONTRO-L SYSTEM.

APPLICATION FILED AUG-24, 1915. 1 ,299,595. Patented Apr. 8, 1919.

6 SHEETS-SHEET 2.

M. H. LOUGHRIDGE.

lCAB SIGNAL AND TRAIN CONTROL SYSTEM. APPLICATION FILED A'uG.24. |915.

1,299,595. Patented Apr. 8,1919.

6 SHEETS-SHEET 3.

REI

WITNESSES IN VEN TOR.

E159'. 'ff

IVI.4 H. LOUGHRIDGE.

PaIenIed Apr. 8,1919.

6 SHEETS-SHEET 4.

IVI. H. LOUGHRIDGE.

CAB SIGNAL AND TRAIN CONTROL SYSTEM.

APPLICATION FILED AUG.24, 1915.

1,299,595. Patented Apr. 8,1919.

6 SHEETS-SHEET 5.

jg Uff/lessees: /05 lime/1to1.

M. H. *LOUGHRIDGLv CAB SIGNAL AND TRAIN CONTROL SYSTEM. APPucATiloN FILED Aue.24.,|9|5.

Patent-ed Apr. 8,1919.

6 SHEETS-SHEET UNiTnnsrATns PATENT onnicn.

MATTHEW H. LOUGHRIDGE, OF BOGOTA, NEW JERSEY.

cABfSIGNAL AND TRAIN-CONTROL SYSTEM.

To all whom t may concern.'

Be it known that I, MATTHEW H. LoUGH- RIDGE, a citizen ofthe United States, and a resident of Bogota, county of Bergen, and State of New Jersey, have invented certainnew and useful Improvements in Cab- Signal and Train-Control Systems, ot' which the following is a speciication.

This invention relates to cab signals as` used on railway trains and to a systenrfor controlling the speed of said trains, and it particularly relates to a means for obtaining a variety of eects on the locomotive by means ol devices on the locomotive coacting with devices on'the track arranged on either side equal distances from the center line`o the track.

Among other things this invention has for its objects means for giving a cab signal on the locomotive showing the state of the block for a number of blocks ahead of the train; a system that is operative on each locomotive vas a unit on both single and double track without regard to which end is leading and without the intervention of any change-over lswitching 'device on the locomotive/due to these conditions; a means for applying a service application of the braking system under certain combination of cab signals and arrangement of track devices; and a means for applying an emergency application of the braking system under certain combination of signals and arrangement of track devices.

This invention has, further, for its objects a means for eontrollin the speed of the train under certain combinations of cab signals and arrangement of devices on the track, also a means for controlling the speed of the train independently of the nature of the signal displayed by the cab signal and a means for conditionally controlling the speed of the train according to conditions on the track.

This invention also consists in other features of construction and combination of parts hereinafter described and claimed.

Drawings.

This invention is illustrated by the following drawings:

Fi ure 1 track layout of circuits for doub e track operation.

Fig. 2 track layout showing arrangement tor limited and conditional speed control.

Specification of VLetters Patent.

. frequent energized and Patented Apr. s, 1919.

Application filled August 24, 1915. steriel N 0. 47,206.

Fig. 3 track layout of circuit for single track operation. p

Fig. 4 modied tracklayout of circuits for single track.

Fig. 5 circuit arrangement on locomotive.

Fig. 6 mechanical equivalent of the electrical arrangement shown in F ig. 5.

Fig. 7. manual cut-out arrangement.

Fig. 8 locomotive shoe, side view.

Fig. 9 locomotive shoe shoe head in section.

Fig..10 side view of ramp.

Fig. 11 static speed control device.

As shown in the drawings my invention is applied with a system in which a normal condition on the locomotive is interrupted at recurring points on the track and is renew-ed or changed according to track conditions. v

In Fig. 5 a closed circuit is nrmally maintained on the locomotive which controls lthe brake valve magnet and cab signal. The

cuit each time a locomotive shoe engages a ramp on the track which will result in an application of the brakes unless current is collected from the ramp to maintain the interruptedcircuit. This arrangement is eX- tensively used in various ways and is not part of my invention.

The'closed circuit includes operating relays 57 and 58, Fig. 5 and can be traced from battery 41, wire 301, relay 58, wire 303, relay contact 313, wire 304, shoe contact 165, wire 305, shoe contact 306, and wire 302 to battery. When the shoe 11 engages a ramp 14, Fig. 8, it is raised thereby, moving the lever arm 12, and the cam releasing the plunger 13, which causes the circuit to open at 165, as hereafter more fully described. This would cause relay 5 8 to become denergized and when it is once decontact 313 opened it will not be energized when the circuit is rcestablished at 165. This is known as a stick circuit. If, however, when the shoe engages the ramp the latter is energized, then current will be supplied to wire 308, releasing relay 52 and wire 309 to ground connection 43 on locomotive. This causes releasing relay 52 to energize picking up armature 310 and closing a holding circuit fromj wire 303 to battery Wire 302, thus maintaining relay 58 energized.

It will be noted from Fig. 5 that two shoes it is controlled by the shoe on. the opposite side of the locomotive.

16 Flg. 5 represents a locomotive cab signal of the light type, having three different indications: one when bothv operating relays are energized; one when either one of these relays is energized and the other deenergized -and a third indication when both these relays are denergized. It will be found that a green or clear indication from the lamp is given when relays 57 and 58 are energized by means of wire 322, contact 314, of relay 57 wire 321, contact 314 of relay 58, wire 302 to battery 41 and wire 301 to common; also a red or stop indication will be displayed from the light marked R when both these relays are denergized from Wire 326, back contact 316 of relay 57, -wire 325, back contact 315 of relay 58 and wire 302 to battery, and a yellow or caution indication will be given by the light Y when either one of relays 57 and 58 are denergized, the other being energized through wire 324, front contact 315 of relay 57 wire 325, back contact 315 of relay 58, and wire 302l to battery, or back contact 315 of relay 57, wire' 323, and front contact 315 of relay 58 and wire 302 to battery.

The equivalent eect, mechanically obtained, is illustrated in Fig. 6 in which a -signal'17 has a semaphore blade 345 having three positions.

One position is obtained when relays 57 and 58 are denergized as shown, equivalent to the red light R. Vhen say relay 57 is energized, the armature raises vertical rod 348, which raises one side of walking beam 347 which in turn raises rod 346 and by a rack and pinion movement causes the semaphore arm to move to the position 345B. It will be noted that the same effect exactly is obtained shouldV relay 58 be energized raising rod 349 and 57 remain denergized: This is equivalent to the yellow light indication Y. When both relays 57 and 58 are energized both rods 348 and 349 are raised, moving rod 346 still further upward causing the semaphore to move to position 3451. This is equivalent to the indication from the green light G. It will be noted that this condition is reversible; that is, if the green light is displaved or if the semaphore is in the position 345b and either one of relays 57 or 58 become denergized,

the yellow indication or the position 345a will be displayed and the other indications removed. That is to say; the effects from either shoe acting alone are exactly alike -and the effects from both shoes are accumunected by wires 401 and 402 to the track.

This is the ,conventional track circuit, the relay responding to the energy from the transformer when the block is clear and becoming denergized when a train occupies the block owing to the track transformer being shunted. Stop ramp 431 is energizedl from transformer 404, through relay contact 411, and wire 450; the other side of the transformer being connected to one of the running rails bywire 401, hence, if the track is clear for one block, ramp 431 will be energized and a circuit will be established from transformer 404 when a shoe encounters this ramp through the circuit of releasing magnets 51 or 52 toground 43 on the locomotive frame and to the rail 75. Caution ramp 432 is arranged in a similar manner but is designed to control through two blocks instead of one. The circuit of this ramp may betraced fromwire 451, relay contact 412, wire 452 and relay contact 411 of the relay for the next succeeding block to transformer 404. This is in accordance with standard practice in which ramp 431 may be regarded as equivalent to a home signal and controls through the first yblock only, while ramp 432 is equivalent to a distant signal and controls through the first block and the next succeeding block. Visual signals 403 having corresponding indicas tions may be used with this system, if desired, and these signals may be controlled' by the same circuit as the ramps, which is indicated by dotted connections to Wires 450 and 451.

Applying the arrangement in Fig. 5 or Fig. 6 to the track arrangement in Fig. 1, it is apparent that the shoe on one side of the. locomotive will engage ramp 431 and the slice on the opposite side will engage ramp 432. If the track is clear, the effect from the first shoe engaged ywillpgive the equivalent of the caution indication or a yellow light and the effect from the next shoe added to this will give a clear signal or a green light, which condition would be maintained until; a denergized ramp was encountered,y when tion ramp is lon t e locomotive the indication would be changed from a clear to a caution signal and this condition would be maintained until another energized ramp on the same side of the track Was encountered, which would restore the clear signal again or until a denergized ramp on the opposite side of the track was encountered, which would change the caution to a stop signal or red light-a condition that would be maintained until another energized ramp was encountered and the caution signaLrenewed It Will be noted that the indication given the caution ramp includes the section of track governed by the 4stop ramp, plus an additional section. `The caution ramp can therefore never become energized unless the stop ramp'is energized, although of course, the stop'ramp can be energized when the caudenergized. This arrangement, therefore, makes the etects on the track obtained from the caution ramp accumulative on the effects obtained from the stop ramp, so that no irregularity can arise inV operation. As already explained, the eiects obtained from each shoe on either side of the track are exactly alike and these effects are accumulative on veach other. It is thus apparent that since -the shoes are not used for a specilic purpose, it makes no difference which engages the stop ramp and which engages the caution ranr hence, the system is equally effective without regard to which end may be leading and Aalso for single track operation, where train movements are in both directions, and Where a train may, at

any time, change lts direction of running. This is an important feature of my invention, as hitherto this'object could only be accomplished either by placing the ramps on ditferent horizontal planes at the side of the track, and by using each shoe for a specific purpose, as .for instance, one shoe being arranged to giye a caution signal and the other shoe arranged to give a stop signal, and when the locomotlve changed its' d'rection of running, it became necessary to;use a synchro'- nizing device associated with the reverse lever or otherwise erly function.

The arrangement in Fig. 1is applied to what is known as single rail track circuits, that is, only one of the running rails are provided with insulated joints, the other rail 75 being continuous and withoutinsulated joints. This rail is therefore used as areturn conductor from eachof the transformers through the locomotive to the ram Where desired. however, the energy may applied to the caution ramp locally by the use of a line relay, in a manner well known to the art.

The arrangements so far described relate to applications where traliic is always in the sume direction, as indouble track operation.

to make the circuits prop.

To apply the system 'foruse on single track, certain modifications are necessary the prima ciple of which is to provide a means Aot' placing the home and distant ramps outside of the block to be entered, when running in eit'her directlon. An arrangement of this kind is illustrated in Fig. 3, in which the track is divided into blocks A, B, C, D, E, and F. The blocks A, C and E are short sections of track, opposite the home and dis tant ramps, and the circuits are so arranged that this section is included with the' preceding block section for each direction of running; for instance, section C is included as. part of vblock B when tratlic is runningfrom A toward F and is included with section D When tratlic is from F toward A.

According to standard practice for single track operation, direction relays are employed which establish 4conditions suitable for the direction 0f runing desired. Direction relays 78 when energized, establish a running direction from A toward F and direction relays 77 when energized, establish a running direction from F toward A. It Will be noted that each relay is controlled by the succeeding corresponding relay, as for instance, relay 78 is controlled by Wire 482, and contact 417 of relay 78 at the next location, Wire 481 to battery 409 and wire 455 common return. Relay 77 is controlled by Wire 483 to contact 417 of by the regular controlled circuits. The circuit for the home ramp can be traced from Wlre 450, contact 418, of relay 7 8, wire 471, contact 411 of relay 71, wire 465, con-tact.

411, of relay 71, at the succeeding short block section. Hence, the home ramp includes control over a long and short track section. The distant ramp 432 controlled by Wire '451, contact 419, off relay 78, Wire 470,-contact 412, ot' relay 71, Wire. 452, con* tact 412 of relayi 71. at the next succeeding short block section, wire 472, contact 420, ot

relay/781,. to Wire 450, Where it picks up the same control as the next succeeding home' ram in vaccordance with standard practice. In t e opposite direction from Fto A, the

direction relays 77 are energized and 78deenergized, circuit -from the home ramp can be'traced'rom- Wire 450, contact 418 of relay 77, Wire 466, relay contact'413, wire 468, and Contact 413, of track relay for the long` and short track sections, to battery 407. The distant ramp is controlled by Wire451, con` tact 419 of relay 77, Wire 467, relaycontact 414, Wire 469, relay contact 414, of track relay 71 for the long and short track section, and Wire 466, Whe-re it picks up the control of the home ramp for the neXt succeeding section, and so on.`

In rthe modified arrangement for single track operation shown in Fig. 4, instead of using short independent track circuits for the portion of -track opposite the ramps, these sections A, C and E are transferred by the operation of the direction relays and included in the adjacent block to the direction in which the train is approaching. For instance, When traflic is from A to F, section C is included as part of block B and When traiiic is in the opposite direction this section is included With block D, thearrangement being such as to insure that the ramps will be encountered before the block over which they-govern is entered.

-This is secured by shunting the joint a,

and arranging the track connections accordingly When traiiic is from A to F and by shunting the joint 70b When trafiic is from F toward A. This is accomplished by wire 496 back contact 418 of relay 77 and wire 495, Which shunts joint 7 0a. Track battery 73 is connected by Wire 497, back con-tact 417 of relay 77, Wire 494, to track 74 adjacent to joint 70h. rThis track batter therefore, feeds the track relay 71 for track sections B and C. Track relay 71 for section D connects to rail 75 by Wire 401 and to rail 74 through Wire 402, front contact 417 of rela)v 78 and Wire 4021, this condition being maintained at each location.

When traiiic is established in the opposite direction, the itrack relay for section D is connected to section C 'and joint 70" is shunted. The circuits for this relay may be traced from Wire 402, back contact 418, of relay 78, Wire 495 to rail 74. The joint 70h is shunted by connection 402% back contact 417, of relay 78 and wire 494, the shunt on `joint 70a being removed when relay l77 is energized and the track battery 73 is connected to section B through front contact 417 of relay 77.

ln this figure the Wire 452 for controlling the distant ramp 432 has been separatedinto two Wires which will be more fully explained in connection with the speed control`systein hereafter. yMire 452 controls the distant ramp for traiiic from A toward F and Wire 452a controls for traiiic from toward A. r1`hese circuits may be traced from Wire 451, 9 of relay 73, Wire 470. front gf 71, Wire 452, front ccny 73, and Wire 471, where it picks up th control for the home ramp at the ne t locffa. resi nce 379a ce l .ing i ry of the here rr front Contact contact 41 tact c be noted that the 4home ramps 431 and the ylocomotive are placed opposite each other I utilize the difference in effects obtained when the ramps are\staggered and when they are opposite to established diii'erent purposes. The staggered arrangement l have designed to apply a. service application of the brakes when the block is obstructed, andl the arrangement With the ramps opposite I have designed to apply an emergency application of the brakes. The former is used, at what might be termed permissive block signals, While the latter is applied at positive stop signals, was for instance, at signals which are protecting switches.

Referring to Fig. 5, 61, is the service brake ma.gnet, applied to the brake pipe 250, and 62 is the emergency brake magnet. The circuit of magnet 61 can be traced from battery Wire 301, Wire 340, contact 338 of magnet 61, Wire 334, front contact 317 of relay 57, wire 333 front contact 317 of relay 58, and Wire 302 to battery. lWheu, therefore, either of these relays are denergized, the circuit of this magnet is opened, opening contact 338 which forms a stick circuit, so that it does not restore aga-in until the operation of the hand time release 26, which after a definite time interval applies battery to wire 340 from Wire 302; thus when a deenergized ramp is encountered service application of the brakes is obtained, which can only be released after the lapse of a given time interval. This operation is modified by the speed control system to be described later. l

The circuit of the emergency brake magnet 62 can be traced from Wire 336, contact 318, of relay 58, to battery wire 302, also from contact 318 of relay 57, to battery wire 302. Thisl magnet is, multiple circuit with the front contacts of both these relays 4and hence will not be deenergized-unless they are both denergized. Further, Ithis circuit is also connected in multiple with contacts 164 of each shoe to Wire 305 and to battery Wire 302 through contact 306; hence, when either shoe operates alone this magnet is not a'ected and it is not affected when both shoes act together if either one encounters an energized ramp, but it is effective when both shoes simultaneously encounter denergized ramps, such would occur in section D, Fig. 1, if the block were occupied. 'l`his magnet also has a stick circuit through contact 339 which is opened when it is denergized and must be mannalivv restored by the push. button 25, making Contact between wires 341 and battery Wires a02.

While this application is shown. applied L therefore, connected in I i plies batery to a staggered arrangement of ramps on the track and an opposite arrangement of shoes on the car I wish it to be particularly understood that` these conditions can be reversed, that is, all the ramps on the track may be placed directly opposite, 'and the locomotive or car can be provided with a set of shoes placed in staggered relation to each other; to obtain the'efects desired as a car lcondition instead of a track condition, an

occasion for a use of this kind might arise -where it was desired to change the function This magnet can only be picked up when` levers 381 and 382 are operated simultaneously. These levers are' placed at opposite ends of the car or vent their operation by one person and are biased so that they will remain either in the oil position or in the release position by spring 383, but they cannot be left in yan in-` terirediate position.

When these levers are moved in the direction of the arrow, contact 391 engages rim 389El of contact piece 389. This supplies current from battery 41 through wire 301 contact 391 wire 385, contact 391 of other lever. contact piece 389, wire 388, to relay 60 and wire 302 to battery. vThis energizes the relay and in order to maintain it energized the levers must complete their stroke so that contact 392 connects with 390. This supto wire 386 and wire 387, which maintains the Iholding circuit for the relay, as long as the levers are in this position. When the levers are reversed, the contact piece 391 moves over the opposite side of contact 389a which is insulated and does not form a circuit; hencethe movement of eitherlever will denergize relay 60 and cut the system into operation, that is, the system may be cut into operation by the efforts of one man but it requires the concurrent action of two men and thus divided responsibility` for rendering the system inoperative.l The movement of the levers 381 and 382 may be designed to cover up the indications by a disk displayed by the cab signal when the system is released.

In Fig. 5 separate releasing relays 51 and '52 are used to respond to the current from the ramp. these relays in turn closing the holding circuit of the operating relays 57 and 58. In Fig. 5 alternating current relays far enough apartto pre- -are used, this arrangement being designed for use with Fig. 1, which uses alternating j current for energizingv the ramps. As a source of alternating current is not lreadily available on a locomotive and as it would be quite impossible to get the same phase relation between the `current collected from the ramp and from that on the car, the use of a separate .relay is imperative, with alternating current. The system may, however, be applied with direct current, without the use of this relay, the operatingrelays 57 and 58 being connected directly to the shoe.

The construction of the shoe can be understood by referring to Figs. 8 and 9. The pedestal 101 ,is clamped against the equalizer 105 of the pony truck 106 of the locomotive by means of the clamp 104 and is insulated therefrom by a sheet of fiber 103. This clamp also supports the frame 102 by an adjustable rack. The shoe 11 is pivoted at 117 in the other extremity of the bracket 101 and consists of two rollers 114 pivoted on bearing '115, in the shoe head 116. The weight of this shoetends normally to hold the stop screw 119against the stop 1 18 of the bracket. This may be further assisted by a spring, which is not shown in diagram.

On the Same axis 117 is a lever arm 12, which responds to the movementof the shoe 11 by means of the adjusting screws 126, and 128 engaging part of this lever arm thereby causing it to move rigidly with the shoe. This lever arm. has a section of insulation 131, clamped by the bracket 130, so that the partof the shoe engaging the ramp is entirely insulated from'the rest of the mechanism. The upper end 'of the shoe is cam shaped having two sections, a lower section 133 and a raised section 132. Engaging this cam is the roller 135 at the end of the plunger 130, which moves vertically in the bearings 160, and is normally held in tension downward by the spring 161 acting against the collar 162. The lever arm 125 increases the effect obtained from raising the shoe when it engages the ramp. This moves the raised portion of the cam 132 from beneath the roller 135 allowing it to rest on the lower cam 133. This always insures a constant movement .ofthe plunger 13 and provides for any irregularities in the engaging surface of the ramp, besides bringing the plunger 13 into the opposite position on a fraction of the full movement of the shoe correspondingly increasing the factor of safety.

The ramp as shown is `supported by a sleeper 109 securely fastened to ties 108 outside the running rail 107. 0n this sleeper is placed a section of T iron 110 constructed in a way that is practically as substantial as the track itself. vlolted to the T iron are two engaging plates 112 and 113, which eX- tend somewhat above the T iron thus leaving a groove in the top of the ramp. Aside elevation of these plates is shown in Fig. 10. Two rollers are provided on the shoe, the first one for the purpose of brightening the 4surface of the ramp and the second one to make the electrical contact. Another advantage in raising the plates 112 and 113 above the T rail, is .that this forms a good guide as to the amount of wear which these engaging plates have received and forms a guide as to when they should bereplaced.

A shoe- 'of' this kind while it may be thoroughly protected by shields may accidentally be torn 0H or misplaced. lf this should happen, the counterweigliting effect on the lever arm 12l would be withdrawn with the result that the spring 127 would move this aim into the operative position, thus effecting the control of the apparatus. As a further assistance in this direction, the center line of' the plunger 13 is off centered on the aXis 117 so that the downward pressure of the spring 161 tends to move this arm into this position; besides being assisted by a greater weight at 132.

The safety of a system of this kind depends upon the movement of the shoe. If the shoe fails to move, or if it fails to move a sufiicient distance a normally clear signal already established would be continued without regard to the conditions of the block about to be' entered. lt is veiy important, therefore, to insure proper movement of the shoe and some means for detecting improper movements. One means to this end is shown in Fig. 9, designed to guard against excessive wear on the rollers 1 14. lVhen these rollers are worn to such an extent that the soft metal cap 155 is brought into engagement with the ramp, it quickly becomes worn through, releasing the plunger 15G which under the tension of' spring 157 opens the ciicuit 306 in the case 158. This circuit controls the battery current for the shoe and therefore if it becomes opened, it has the saine effect-as a denergized shoe. The same'.

results will occur if the shoe is torn off and misplaced.

Failures are liable to occur due to excessive wear of the ramp. l have provided'a detectoi' which will sound an audible signal on a locomotive when a shoe at any time makes an incomplete movement. rlhis is secured by the slide valve 143 in the chamber 142 operated by the lever arm 12 througlrl the connection` 141. Vllhen the lever arm makes a complete movement, the space 153 in valve 143 moves quickly over the opening in pipe 140 which does not affect 'the whistle 147. but whenan incomplete movement is made the air supply from pipe 231 to the port 153 of the slide valve enters pipe 146 and. sounds the whistle 147, thus bringing attpntion to the incomplete movement of the ioe.

lVhen a clear signal-is received by this system it remains indefinitely as a clear signal although conditions may in the interval have changed before the trainy passes over the block. I have therefore provided a time limit indicator, showing how long, under normal conditions a signal may be regarded as-eii'ective andof full importance. This I secure by the indicator 151 having a pointer 152 connected by a pipe 150 with the air reservoir 149 and pipe 148 with valve 142. When the shoe is raised pipe 148 .communicates with port opening 153, allowing air to pass from the pipe 231 into the reservoir 149 and moving the indicator 152 to the raised position. As soon as the shoe is disengaged from the ramp and the lever arm assumes the normal position, pipe 148 is connected with chamber 144@l and the air` pressure in reservoir 149 is slowly released through the opening 144 and regulated by the ball valve 145 until the pressure is released from chamber 149, which allows the indicator to move back tothe zero position. The time consumed in doing this represents the time in which the signal may be regarded as fully effective. By the use of' the circuit controller 1:32a operated by the indicator 152 this may be arranged to effect control 'of part of the circuits ofthe cab signal system. l It will be noted that when the speed of'a train is high, it Will pass rapidly over the ramps and while there will be less time to build up a high air pressure in chamber 149 there will be also less time to exhaust this air pressure until another ramp is encountered. This condition is conversely true when the speed is low.

Speed contro?.

The system of speed control disclosed in this invention consists iii the use of a device on the locomotive, having a definite time interval and of ramps on the track having a y V chamber 233 and passage 235 connects with cylinder 204. The other end of passage 232 connects with cylinder 203. lt will be observed that since cylinder 203 has the piston 211 rigidly connected with the piston 212 the former being of smaller diameter, that there will be a greater expansion in cylinder 204 by the movement of the piston; hence,

the air pressure will drive thev piston to the let't. This will force the oil in cylinder 202V through the ball valve 241 into cylinder 201 forcing piston 210 upward; thereby, raising piston rod 218 and closing circuit between contacts 168a and 168b carried on the insulated plate 166 by the contact 168.

1t the shoe encounters a ramp, the cam is withdrawn from roller 135, plunger 13 is forceddownward by spring 161. This in turn moves the valve stem downward, causing the valve 240 to suddenly exhaust cylinder 204 through the large exhaust port 239. Also closing the passage between chambers and 235 by valve 238 and opening passage between chambers 233 and 236. The sudden release of the air pressure in cylinder 204 enables the air in the cylinder 203 to expand by forcing the piston tothe right, which it does quickly. This` in turn, draws the oil from cylinder 201 and spring 219 moves piston 210 downward opening contact between 168a and 168b and closing contacts 168C and 168d. The air pressure from pipe 231 is now in communication with passage 236a through chamber 233 and 236 and by means of the spring seated valve 237 and regulated ports it is admitted at a comparatively slow rate into c vlinder 205 and when the air pressure m this c vlinder is sutlicientl)v built up it will move the pistons 213 and 211 and 212 which are all connected on the shaft 220 to the left again as shown, `thus, forcing the oil back into cylinder 2 01 and closing contacts 168a and 168b again. The time consumed in building up the air pressure in cylinder 205 so as to drive the piston back into the, normal position represents the time interval ot the speed control This should take place when the valve 238 is in the down position. that is,

during the time that the shoe engages the ramp. This time is` ot course, dependent upon the speed ot the train andthe length of the ramp: as the length of the ramp is a track condition and therefore may be variable. the speed of the train can be controlled according to track conditions.

By referring to the application in Fig. it will be noted that the effects from speed control circuit controller 168 are rendered inoperative when plunger 13 is down;- that is during the transit of the shoe overA the ramp. This is secured iby the back contacts 165 closing thel circuits between wires 335 and 334 when the plunger is down; liencc.altho1igh the quick movement of the piston 210 opens the speed control circuit 168, if it is driven back to the normal position again before a shoe leaves the ramp,the circuit of the brake valve magnet 61 is not interrupted and on the other hand if it fails to drive the piston back to the normal position before the shoe leaves the ramp then the circuit of this magnet will be opened and can only be restored by the hand time re! lease v26; that is to say that vif the Speed of the train in passing over that the speed control device is not restored to` the normal position, then the service brake magnet is released to ,apply the brakes. On the other hand, if the train moves slowly over the ramp this circuit will be restored and the control will remain ineffective. It should be observed that brake magnet, 61 in addition to being cont-rolled in series by operating relays 57 and 58 is also controlled in series by the speed control circuit controller 168 on both shoes from wire 334, contact 168, wire 335, contact 168 of other shoe to 'battery wire 302.

It has been explained that the time interval of the speed control device depends upon the time necessary to raise the pressure in cylinder 205 to operate the piston' 213. This also depends upon the size of chamber 205; therefore, it the size of this chamber is varied, it is possible to vary the speed allowable with any particular arrangement of ramps. This may be desirable in certain cases, where, for instance` a locomotive may be used in passenger service and a comparatively high speed is desirable and-at other times used 4in freight service where a low speed only is safe. 1 have provided for this condition by varying the size of chamber 205 through the movement of piston 214 by the adjusting screw 225 which varies the. size of chamber 206, a graduated indicator 226 may be used in connection with piston 214 showing the speed at which the device is set to function.

Other reasons may make it desirable to regulate the allowablel speed as a car condition. for instance.v it may be desirable to have a diii`erent speed for a loaded and an empty car, or again it may be desirable to limit the speed when the pressure in the air braking system becomes reduced. The latter condition is obtained by the use of cylinder 209 in which the air brake pressure from the ramp is such` pipe 231 acts upon piston 217 and against creased. When piston 213 is moved to the y normal position the pressure in chamber 205 is released to atmosphere through opening 243.

It will be noted that the end of passage 232 opening into cylinder 203 has an extended orifice 234 which when the piston is moved to the right, is covered by the extension 234a on piston 211, thus shutting off v the air pressure to cylinder 203 and obtaining a more effective operation in restoring the piston through chamber 205.

When the air pressure is released in cylinder 204, it is also released in cylinder 207 through the passage 242. This allows'piston 215 to move downward under the action of spring 222, openingcircuit between contacts 169a and 169b carried on the insulated plate 167 through the contact 169. Now if the piston 212 when moved to the right occupies the position shown dotted, does not restore to the normal position within a certain time interval, the air pressure in cylinder 203 which no w communicates with cylinder 207 will raise piston 215 and thereby complete the circuit of the alarm bell 170 fromvthe battery 171, as shown by the dotted lines through the circuit controller 168 .and the contacts 168C, 1681, thus giving a warning that the speed is excessive. On the other hand, if the piston is moved back the circuit 168, 168d will be opened before the circuit 169% 1691 is closed and no alarm will be given.

It will be noted that the speed control device functions when each ramp is encountered to control the speed of a train and it functions by withdrawing the cam vtrom beneath the roller 135. so that the speed of the train is controlled at each ramp according to track conditions. Attention is also drawn to the fact that the air pressure in the setting cylinder 203 comes from the same source as the air pressure in the restraining cylinder 204 so lthat any variation in the positive effeet is correspondingly varied in the negative effect without changing the time interval of the device. It' the alr pressure fails altogether, then the spring 219 will force the piston 211 to the right and thus open the speedl control circuit. A restraining` influence 'on the restoring 'effect may be obtained .by regulating the opening 241 of 'the Vball valve communicating with cylinder 201.

This might be desirable, for instance, in cold weather when the oil becomes more viscous to increase size of this opening. After aV ramp has been engaged and the valve stem 13 is restored to the normal posltion, the eX- haust port 239 is closed and chamber 204 is supplied with air through the passage from pipe 231. The restoring pressure in cylinder 205being` retained by the spring seated valve 237 until the opening 243 .is

. uncovered.

The circuit controller operated by the lever arm 12 is placed below the speed con-` I when raised and making contact with 164c and 164d and 165C and 165d when released.

a caution signal.

tant ramps are of such a length as will permit the' maximum allowable speed. and spaced at intervals in each block, are a row of ramps exactly like the other ramps except that each.. are successively shorter in length as in Fig. 1, corresponding to the allowable4 speed at their respective locations. These ramps are connected to wire 452, which has the same control as the home ramp for the next succeeding block. If, therefore7 in Fig. 1, a train occupies block B and another train attempts to enter bloc-k A, the distant ramp 432 will be denergized giving Also ramps 434, 435 and 436 will be deneigized; This train, therefore, on passing ramp 434 must reduce speed corresponding to length of that ramp and must reduce".` speed still further on passing ramp 435 and still further on passing ramp 436, each; of which are successively shorter. This in effect would reduce the speed of a train to zero, before it entered which was obstructed by another train.

l/Vith this arrangement it will be noted that should block B subsequently be cleared after the train had entered block A and received caution signal from ramp 432 then wire 452 would become energized and the next speed control ramp encountered would give a clear signal.

From the wiring of the locomotive apparatus, Fig. 5, it will be observed that the circuit of brake magnet 61 is energized when control relaysv 57 and 58 are energized and brake magnet 62 is energized when either ot these relays are energized. As these relays remain energized when the shoes encounter energized ramps it is apparent that the speed of a train entering a clear block is not controlled by any ramp whatever its length may be if it is energized.

It is conversely true that if a train should enter a block under a clear signal and the block ahead subsequently becomes obstructed, the next ramp encountered would communicate a caution signal to the train and make the speed control eii'ective.

In connection with the single track arrangement shown in Fig. 3, it is not possibhl to arrange one set of ramps for traflic in both directions so that they shall successively become shorter as a train moves through the block. In this case, the minimum speed ramp is placed at the center of a block and the ramps approaching it in either direction 434 and 434 are higher speed ramps. This reduces the speed of a train until it gets half way through the block, but does not insure against an excessive speed after this same plane, one

y Say,

point is reached. In the modified arrangement, shown in Fig. 4, this condition is overcome by for each direction of running. The circuit controlling these ramps is so arranged that the ramps for the opposite direction are always energized and the ramps for the running direction are con- Vtrolled by the block system. Also these ramps are placed comparatively close together so that after an energized ramp is encountered a block controlled ramp is immediately encounteredv thereafter. The re-r sult is to momentarily give aclear signal from the energized ramp and immediately thereafter subject the train to speed control from 'the speed control ramps. If the block is clear, conditions will, of course, be normal,

as both sets of ramps will be energized.

The ramps vforthel'ri'inning direction A toward F, 434, 435 and 436. are connected to wire 452 through contact 422 of relay 78 and wire 471 where'they pick up the control for the home ramp 431 of the next block.

The speed control ramps 434a 435a and-436a for the opposite direction are connected to wire 452EL and through relay contact 421 of relay 78 to battery 407 Iby wire 498. This permanently energizes the ramps. It will be observed however, that ramp 435 immediately follows ramp 435a, ramp 436 immediately follows ramps 434% countered before the block controlled ramps. When traiic conditions areA established in the opposite direction from F toward A it will be found ,that wire 452 is permanently energized through connecting to battery wire 498 and that wire 452a is disconnected from battery 498 through contact 421 of relay 78, which is now opened and by means of contact 421 of relay 77 connects to wire 431 of the next succeeding block.

It is sometimes desirable to control the speed of a train owing to some p' `ysical condition ofthe track other than `n obstruction from the block, as for instance, obtaining a limited speed in tunnels and on curves and it is also desirable to conditionally control the speed of trains when the' track is set for a turn out and without regard to the state of the block. These conditions may be obtained with this system by the arrangement in Fig. 2. Assuming that section I represents a portion of track over which it is desired to obtain limited speed, which limited speed,.however, may be varied. I secure this condition by the use of limited speed control ramps 438, 439 and 440. These ramps are of such a length or have a characteristic that will control the train if the use of two sets of ramps on the 1 That is toy -the energized ramps are always .en-l

contact 422 of relay 77 466, which picks 1 up the circuit of the home controlled ramp tions is exceeded. These ramps are dead, that is, they are not connectedl to anysource of energy and are insulated; therefore when encountered, they give the effect of a caution signal and vat the same time render the speed control effective throughout the section in4 which it is desired to secure limited speed. Immediately following each of these ramps are located the regular speed control ramps of the block system so that if the block is clear, the clear signal is restored when these ramps are encountered and after the speed control has become effective. On they other hand, if a train enters the block under a caution signal, its speed will be subordinated to the control of the shorter regular speed control ramps. These ramps require a lower speed than the limited speed control ramps.

l At a turn out, as for instance, in block D it is desirable to insure that a limited speed shall be observed when the switch is set for the turn outs. This is secured by the limited speed control ramps 4421and 443 connected by Wire 462 and circuit controller 449 operated by rod 448 connected with the switch mechanism, wire 463, contact 411, of relay 71 to battery. When the switch is set for thel straight track, as shown wire 462 is energized, havingA the same control as wire 452, hence, these limited speed.. control ramps do'not change the conditions on the car, for if the block'is clear, a clear signal is maintained and if the block is obstructedy a cautionv signal is maintained, but the speed of a train is subordinated to lthe lower speed allowable by the regular speed control framps. On the other handyif the switch is set for is clear, circuit controller 449 is opened and ramps 442, 443 are dead and therefore become eifective to control the speed of a train in a mannerv similar. to the limited speed control ramps already described.

Claims: Y 1. In combination, a railway track. a vehicle moving thereon, a ramp on said track the turn out, and the trackl having the character of an inclined plane.` a shoe carriedby said vehicle and engaging.

. bers pivoted on the same axis, said members being adjustably connected, a cam connected with said shoe and operatingI said train controlling mechanism.

a shoe 'carried 3. In combination, a railway track, a vehicle moving thereon, a ramp on said track having the character of an inclined plane,

la train controlling mechanism, -a shoe carried by said vehicle engaging said ramp and moved thereby, said shoe consisting of a lever arm fulcrumled to increase the eHect from said ramp and a cam connected with said shoe and operating said train controlling mechanism. v

4. In combination, a 'railway track, a vehicle moving thereon, a ramp on said track having the character of an inclined plane, a train controlling mechanism, ashoe carried by said vehicle and engaging said ramp, said'shoe consisting of a lever arm having a horizontal and a vertical member, the vertical member being the longer and having a cam at its extremity to operate said train controlling mechanism.

5. ln combination, a railway track, a vehicle moving thereon, a ramp on said track, a train controlling mechanism, a shoe carried by said vehicle and moved by said ramp, said shoe consisting of a lever arm fulcrumed to increase theeiulect from said ramp and means operated lby said shoe for imparting a .iniform eiiect to said 'train controlling mechanism irrespective otirregularities in the elects from said ramps.

6. 1n combination, a railway track, a vehicle moving thereon, a ramp on said track, a train controlling mechanism. including a` plunger, a shoe carried by said vehicle and moved by said ramp, said shoe consisting of a lever arm fulcrumed to increase the effect from said ramp and arranged to operate said plunger and means securing a uniform motion of said plunger irrespective of irregularities in the eilects from said ramps.

7. ln combination, a railway track, a vehicle moving thereon, a ramp on said track, a train controlling mechanism, a shoe carried by said vehicle and moved by said ramp, said shoe consisting of a lever arm"- having a cam operating said train controlling mechanism and means effecting said operation when said cam is moved from a higher to a lower effective position.

.8. In combination, a railway track, a vehiclemoving thereon, a ramp on said track, atrain controlling mechanism, a shoe carried by said vehicle and moved by said ramp, said shoe including an arm with .a cam at its extremity and operating said train controlling mechanism, said mechamsm I,beingarranged to retard the .progress of said tram when said cam operates saidy mechanism in its lower position.

9. In combination, a railway track, a vehicle moving thereon, a ramp on said track, a train controlling mechanism including a plunger, a shoe carried by said vehicle and moved by said ramp, said shoe including an arm with a cam at its extremity, said cam moving said plunger, the action of Said plunger falling in a plane outside the pivot of said arm, thereby tending to move said cam from -a higher to a'lower effective position.

l0. In combination, a :railway track, av vehicle moving thereon, a ramp on said track, a train controlling mechanism, a shoe carried by said vehicle and moved by ,said

.tical arm into position to retard the progress of said train when said horizontal arm is removed.

' 12. In combination, a railway track, a vehicle moving thereon, a ramp on said track, a train controlling mechanism, ashoe carried by said vehicle, said shoe consisting oit two members, one member 'biased to elect said train controlling mechanism and the other biased to prevent said control, the bias of the latter being overcome by said ramps.

13. 1n combination, a railway track,'a vehicle moving. thereon, a ramp on said track, a train controlling mechanism, a shoe carried by said vehicle, said shoe consisting of two members separately mounted and adjustably connected, one member operating said train controlling mechanism, the other member engaging said ramp, said ad` justment taking up the wear between said shoe and ramp.

14. ln combination, a railway track, a vehicle moving thereon, a ramp on said track, a train controlling mechanism, a shoe carried by said vehicle, said shoe designed to make-electrical contact with said ramp and to be displaced thereby to operate said train controlling mechanism, said contact being made through twin rollers placed in tandem.

15. In combination, a railway. track, a vehicle moving thereon, a ramp on said track, a train controlling mechanism, a shoe carried by said vehicle and designed to make electrical contact with said ramp, said shoe having a plurality of rollers, said ramp consisting of a plurality of longitudinal ridges engaging said rollers.

16. 1n combination, a railway track, a vehicle moving thereon, a ramp on said track, a shoe carried by said vehicle and ing a vertical rib, plates secured to said y rib and rising in a higher vertical plane, said shoe making electrical contact with said ramp.

18. In combination, a railway track, a ve hicle moving thereon, a ramp on said track, a train controlling mechanism having a main circuit, a shoe carried by said vehicle and including a plurality of rollers engaging said ramp and means affecting said main circuit when said rollers are worn to a predetermined extent.

19. In combination, a railway track, a vehicle, ramps on said track, a shoe carried by said vehicle and including a circuit controller, rollers engaging said ramps and a plunger operating said circuit controller, said plunger extending below the axis of said rollers. y

20. In combination, a railway track, a Vehicle moving thereon, ramps on said track, a train controlling mechanism, a detector mechanism, a shoe carried by said vehicle and displaced by said ramps for operating said train controlling mechanism, means connected with said shoe and operating said detector mechanism for detecting when said displacement is below normal.

21. In combination, a railwayr track, a vehicle moving thereon, ramps on said track, a train controlling mechanism, a shoe carried by said vehicle and displaced by said ramps for operating said -train controlling mechanism, said shoe' consisting of a lever fulcrumed to increase the ei'ects 'from said ramps, a plunger connected to the end of said lever and means controlled by said plunger for detecting whenjthe displacement of said shoe is below normal.

2.2. In combination, a railway track, a vehicle moving thereon, ramps on said track, a shoe carried by said vehicle and displaced by said ramps, a valve, a source of energy controlled by said valve, means for operating said valve by the movement of said shoe and means for giving'a signal when said displacement is below normal.

23. In combination, a railway track, a vehicle moving thereon, ramps on said track, a shoe carried by said vehicle and engaging said ramps, said shoe consisting of a lever arm fulcrum'ed to increase theeffects from said ramps, a timing device havingmeans for registering the time said shoe is-in engagement with said ramps.

24. In combination, a railway track, a vehicle moving thereon, ramps on said track, a shoe carried by said vehicle and engaging said ramps, a cab signalgiving a fixed indication and responding to said ramps, a timing; device operated by said shoes and arranged to indicate the time said Vfixed lindication shall be effective.

25. In combination, a railway track, a vehicle moving thereon, ramps on said track, a shoe carried by said vehicle and engaging said ramps, a cab signal giving a ixed indication and responding to said ramps, a timing device operated by said shoes. and means including said timing device for limiting the time said. fixed indication shall be effective, said means varying with the speed of said vehicle.

26. In combination, vehicle moving thereon, a shoe carried by said vehicle and engaging said ramps, a cab signalV giving a xed indication and responding to said ramps, a timing device operated by said shoes, and means including said timing device y for limiting the time said fixed indication shall be effective, said means varying with the characteristics of said ramps.

27. In combination, a railway tra'ck, a vehicle moving thereon, rampsl a shoe carried by said vehicle and engaging said ramps, a cab signal giving a fixed a railway track, a ramps on said track,

indication and responding to said ramps, a timing device controlling said signal and consisting of an air supply, a valve and a reservoir, said valve operated by said shoe, and means including said valve Jfor admitting air to said reservoir when said shoe engages a ramp and means for gradually exhausting said reservoir when said shoe is normal.

Q8. In combination, a railway track, a vehicle thereon, ramps on said track, a shoe Vcarried by said vehicle and engaging said ramps, said shoe consisting of a horizontal and a vertical arm, a train controlling mechanism including a plunger, biased to a certain position and maintained in a position opposed to said -bias by said vertical arm when said shoe is not in engagement with said ramps.

29.' In combination, Ia railway track, a vehicle thereon, ramps on said track, a shoe carried by said vehicle and engaging said ramps, said shoe comprising a weighted, horizontal member, mechanism biased to a position to retard the progress of said train, said weighted member maintaining said mechanism in a position opposed to saidbias normally and said mechanism being released when said shoe engages a ramp.

30. In combination, a railway track, a vehicle thereon, ramps on said track, a train controlling mechanism, a shoe carried by said vehicle for operating said train controlling mechanism, said shoe embodying a horisaid plungerI on said track,.

zontal member engaging said ramps, .and an operating member and means for ad]ust ing the relation between said horizontal member and said ramps, and independent means for adjusting the relation between said horizontal member and said operating v member.

3l. In combination, a railway track, a vehicle thereon, ramps on said track, a shoe carried by said vehicle and displaced by said ramps, a fluid pressure timing device consistiiig of a plurality. of chambers and a valve mechanism, said valve mechanism operated by said shoe and means governed by-said valve mechanism for quickly releasing the pressure in oneof said chambers and gradually increasing it in another of said chambers when said shoe engages said ramps.

32. In combinatioma railway track, a vehicle thereon, ramps on said track, a shoe carried by said vehicle and engaging said to the pressure of said braking system for varying the time interval of said device.

34: In combination, a railway track, .a vehicle thereon, ramps on said track, a shoe carried by said vehicle and engaging said ramps, a fluid pressure braking system on said vehicle, a fluid pressure timing device including avalve mechanism, said valve mechanism operated by said shoe and means responding to the pressure of said braking system for increasing the time interval of said device proportionally as said braking pressure is decreased.

35. In combination, a railway track, a vehicle thereon, ramps on said track, a shoe carried by said vehicle and engagingl said ramps, a fluid pressure braking system on said vehiclea fluid pressure timing device including avplurality of chambers and a valve mechanism, said valve Vmechanism operated by said shoe, a cylinder connectedwith said braking pressure operating` a piston for varyinglthe size of one of said chambers whereby the time interval of said device is affected.

36. In combination, a railway track, a vehicle thereon, ramps on said track, a shoe carried by said vehicle and engaging said ramps, a fluid pressure timing device consisting `of a plurality of chambers and a valve mechanism, each of said chambers provided with a piston, said pistons connected together, said valve mechanism operated by said shoe 'and means for quickly moving said pistons from normal position when a ramp is encountered and means for moving them back again after a time interval.

37. In combination, a railway track, al

vehicle thereon, ramps on said track, a`sli'oe carried by said vehicle and engaging said ramps, a -tluid pressurey timing device comprising a plurality of chambers and a valve mechanism, said chambers provided with a piston, said valve mechanism operated by said shoe, another cylinder, and piston operating a circuit controller and connected by fluid pressure 4to respond to said first mentioned piston.

38. In combination, a railway track, a vehicle thereon, ramps on said track, a shoe carried by said vehicle and engaging said ramps, a Huid pressure timing device comprising a plurality of chambers and a valve mechanism, said valve mechanism operated by said shoe, means including said valve mechanism for venting one of said chambers through a large opening and for setting up a limited passage for fluid pressure to another of said chambers.

39. In combination, a railway track, a

' vehicle thereon, ramps on said track, a shoe `-carried by said vehicle and engaging said ramps, a fluid pressure timing device operated by said. shoe, ka circuit including a brake valve, means including said timing device vfor interrupting said circuit instantly when said shoe encounters a ramp and for restoring it after a predetermined interval of time.

40. In combination, a railway track, a vehicle thereon, ramps on either side of said vtrack placed an equal distance from the center line, a shoe on either side of said vehicle engaging said ramps, a relay responding to each shoe, a cab signal, said signal giving one indication when both of said relays are energized, another indication when either one of said relays is energized and the 'other denergized and still another indication when both of the said relays are denergized.

41. In combination, a railway track, a vehicle thereon, ramps on either side of said track placed an equal distance from the center line, a shoe on either side of' said vehicle engaging said ramps, a relay responding to each shoe, `a cab signal, said signal giving a.

clear indication when both of said relays are energized, a caution indication when either one of said relays is energized and the other denergized and a stop indication when both are dee'nergized.

42. In combination, a railway track, a

manege 43. In combination, a track, a vehicle thereon, ramps on said track, a shoe carried on said vehicle and engaging said ramps, a braking system for said vehicle, a timing device operated by said shoe, and means for affecting the operation of said timing device by said braking system.

44.. In combination, 'a track, a vehicle thereon, ramps on said track, a shoe carried on said vehicle and engaging said ramps,

y a braking -system for said vehicle, a timing device operated by said shoe, and means for varying the manually and alsoby said braking system.

45. In. combination, a track, a vehicle thereon, ramps-on said track, a shoe carried on said vehicle and engaging said ramps, a timing device operated by said shoe, a braking system for said vehicle controlled by said timing device, and means for rendering said control ineffective when said shoe is in Y vehicle thereon, ramps .on either side ofsaid engagement with a ramp.

46. In combination, a railway track, a vehicle thereon, ramps on either side of said track, a'shoe on either side of said vehicle engaging said ramps, a relay responding to i each shoe, a circuit established on said vehitrack, a shoe cle when both of said relays are energ1zed, another circuit established when either one of said relays is energized and ythe other deenergized and still another circuit being established when both of said relays are deenergized.

interval' of said timing device g 47. In combination, a railway track, aA

vehicle thereon, ramps on either side oi said track, a shoe on either si e cle engaging said ramps, a relay' responding to each shoe, a plurality erating a braking systemon said vehicle, one of said valves being controlled byl said relays in series and the othercontrolled by said relays in multiple. f

48. In combination, a railway track, a vehicle thereon, ramps on either side of said on either side of said vehicle engaging said ramps, a relay responding to each shoe, a service and an emergency brake valve on said vehicle, said service brake valve controlled by said relays in series and said emergency brake valve controlled by said relays in multiple.

49. In combination, a *railway track, a vehicle thereon, ramps on either side of said track, a shoe on either side of said vehicle of brake valves opcorresponding' with a vehicle thereon, track, a shoe on either side of said vehicle `vehicle thereon, track, a shoe on Veither engaging said ramps, a relay responding to each shoe, a cab signal giving various indi cations and controlled'by said relays, a service and an emergency brake valve, said brake Valves maintained closed when both ofsaid relays are energized and a clear sig nal displayed, said service brake valve opened when either of said relays are deenergized corresponding with a caution signal and said emergency brake vvalve opened when both of said relays are denergized stop signal. Q

50. kIn combination, a railway track, a vehicle thereon, ramps on either side of said track, a shoe -on either side of said vehicle engaging said ramps, a relay responding to eachshoe, a service and an emergency brake valve, said brake valves being maintained closed when both of said relays are energized, said service brake valve being opened when either of said relays 'are denergized and said emergency brake valve being opencd when both of said relays are denerize Y 51. In combination, a railway track, a ramps on either side-of said engaging said ramps, means responding to each shoe, a brakev valve, said brake valve controlled by said means and by both ot said shoes. I

52. In combination, a railway track, -a

track, a shoe on either side of -said vehicle engaging said ramps, a relay responding to each shoe, a brake valve, said brakevvalve controlled in series b said relays and in series bysaid shoes an by saidrelaysand shoes. v

53. In combination', a railwaytrack, a

side of said vehicle engaging said ramps, a relay responding to each shoe, a brake valve, said brake valve controlled in multiple circuit by said relays and in multiple circuit by said shoes and shoes.

5.4. In combination,

track, a shoe on either side of said vehicle engaging said ramps, a relay responding to each shoe, a service and an emergency brake valve, said service brake valve controlled in series circuit by said relays and in series circuit by said relays andy shoes and saidemergency brake magnet valve controlled in multiple circuit by said relays and lin multiple circuit by said shoes and ini multiple circuit by said relays and shoes.

55. In combination, vehicle thereon, ramps on either side of said track, a shoe on either side of said vehicle engaging saidramps, a relay responding to controlled in multiple ramps on either side of said l and lcontrolled in multiple circuit by said vrelays a railway track, fa

said shoes and in multiple circuit byy a railway track, a 4

56. In combination, a railway track, ya

vehicle thereon, ramps on either side of said track, a shoe on either side of said vehicle engaging said ramps, a relay responding to each shoe, a timing device operated by each shoe, a brake valve, said brake valve con' trolled in series circuit by said relays and in series circuit by said timing devices and in multiple circuit by said relays and said timing devices.

57. In combination, a railway track, a y vehicle thereon, ramps on either side of said track, a shoe on either side of said vehicle engaging said ramps, a relay responding to each shoe, a brake valve, a timing device operated by each shoe, said brake valve controlled by said relays and-means including Asaid timing device for maintaining said Vbrake valve closed independently of said relays after said shoe has been a predetermined time in engagement with said ramp.

58. In combination, a railway track, a vehicle thereon, ramps `on either side of said track, a shoe on either side of said vehicle engaging said ramps, a timing device operated by each shoe, means responding to said shoes, 'a brake valve controlled by said means and means including said timing device for maintaining said brake valve closedl independently of said iirst mentioned means when either shoe has engaged said ramps for a predetermined time.

59. In combination, ya railway track, a

vehicle thereon, ramps on either side of said track, a shoe on either side of said vehicle engaging said ramps, a relay responding to each slipe, shoe, a! brake valve releasedl to apply the brakes, said brake valve released when either of said relays are denergized and means preventing it from releasing when either of said shoes has engaged said ramps for a predetermined time.

. 60. In com'binatioma railway track, 'a vehicle thereon, ramps on either side of said track, a shoe on either side of said vehicle engaging said ramps, a relay responding to each shoe, a brake valve released to apply the brakes, said brake valve released when either of said relays are denergized and means preventing it from releasing when either shoe is in engagement with said ramps. i

61. In combination, a railway track, a

.vehicle thereon, ramps oneither side ofsaid.

track, a shoe on either side of said vehicle engaginfr said ramps, la relay responding to each shoe, a service and an emergency brake valve, a timing device operated by each shoe, said service brake valve released by either or' said relaysand by either of said a timingdevice operated by each vehicle thereon,

timing devices, said emergency brake valve released by both. of :said relays and shoes.

62. In combination, a railway track, a vehicle thereon, ramps on either side of said track, a shoe on either side of said vehicle engaging said ramps, a relay-responding to each shoe, a brake valve, means for maintaining said brake valve closed wheneither of said relays are energized. 63. In combination, a railway track, a vevehicle there-on, `ramps on either side of aid track, a shoe on either side of said veicle engaging said. ramps, a relay responding to each shoe, a brake valve, said brake valve controlled by said relays and by said shoes and means for maintaining said brake f valve closed when either of said shoes are track, ashoe en either side of said vehicle engaging said ramps, -a brake valve, said brake valve controlled by said shoes and means kfor maintaining said brake valve closed when either of Vsaid shoes are in engagement with said ramps.

65. In combination, a railway track, a vehicle thereon, ramps on either side of said track, a shoe on either side of said vehicle engaging said ramps, a brake valve, said brake valve controlled .by said shoes and means for opening said brake valve when both of said shoes engage ramps simultaneously.

66. In combination, a railway track, a vehicle thereon', ramps on either side of said track, a shoe on either side of said vehicle engaging said ramps, a relay responding to each shoe, a lservice and an emergency brake valve, said brake valves controlled by said relays and said shoes and means for applying said service brake when either shoe engages a ramp and means fory applying said emergency brake `when botl shoes engage ramps simultaneously.

6'?. In combination, la railway track, a

' vehicle thereon, ramps on either side of vsaid brakes, said bra-ke valves controlled by said slices and means for releasing said service brake valve when either shoe enga-ges a ramp and means for releasing said emergency brake valve when both shoes engage ramps simultaneously.

68. In combination, a railway track, a ramps on either side of said track, a shoe on either side of said vehicle engaging said ramps, atiming device operated by said shoes, a service and an emergency brake valve released to apply the brakes, said brake valves controlled by said shoes and said service brake valve controlled by said timing devices, means for releasing 

